Frame standard for upright engine cylinders



V. REMBOLD FRAME STANDARD FOR UPRIGHT ENGINE CYLINDERS Filed March 11, 1922 BF] 4 :15 m

Witness as Jm/en for w a ari a WM Patented Sept. 1, 1925.

UNITED VIKTOR REMBODD, or KIEL, GE M NY.

FRA E STANDARD non UPRIGHT ENGINE CYLINDERS.

Application filedMarch 11, 1922. seriarnoj 543,096.

To all whom it may concern:

Be it known that I, VIKToR B'nMBoLD, a citizen of Germany, and residing at Kiel, Germany, have invented new and useful lim- "provements in Frame Standards for Upright Engine-Cylinders, of which the followi'ng'is a specification.

This invention relates to frames 'forupright cylinder: engines, suclnas internal combustion engines for ship-s, in which the cylinders are cast with feet forming the continuation of and direct connection with the supporting standards and which feet lead up to the cylinders or their intermediate connecting blocks by the same or similar cross-sectional form as that of the standards.

Certain known engines of this kind are provided with individual standards for each foot of the cylinders, the parts being bolted together. In engines with forced lubrication, the standards are provided with a transverse plate which jointly with facing or lining plates form an oil-tight crankchamber and through which the piston rod passes in a suitable stuffing box. The transverse plate and the feet of the cylinders leave convenient openings (lanterns) for access to the lower part of the cylinders; for the easy removal of valves in double acting. piston engines; for tightening or re-packing stuffing boxes; for withdrawing the piston from open cylinders such as explosion engines; and for inspecting the cooling of the pistons.

lVith this arrangement and especially where the feet of the cylinders are at a. comparatively great distance from the middle of the cylinders, the blows by the pistons cause disadvantageous bending stresses in the feet of the cylinders, which stresses are communicated to the standards and increases by the pressure from the slides at the piston heads. To ensure stability for the supporting frame of the engine, it is often necessary to stiffen the standards by longitudinal strengthening bars or struts.

In other known engines of this kind, oppositely arranged standards at both sides of the engine are united into duplex standards. This arrangement enables the bending stresses due to the effects of piston pressures to be almost entirely overcome and to be greatly reduced in reaching the feet of the cylinders. In arrangements of this kind, having forced lubrication, transverse plates 7 are I bolted to the standards and the piston rods'p'ass through these plates which ointly '-With-faci11g or lining plates form an oiltight crank-cl'1arnber.

This latter arrangement gives greater strength and. stiflness-to the engine sup- ;ports; than can be obtained .wauthe first mentionedarrangement, but it has the great objection that the interior of the crankcasing is rendered less accessible --and generallyh renders impossible "the reniovalof the I crankshaft in endwi-se direction: Furthermore, it is often necessary to provide longitudinal supports or stiffeners, while the castings for the standards are necessarily larger and require in the finishing process larger tool machines, than ordinarily.

According to this invention and in order to avoid the aforesaid objections, the usual open or unprotected single standards are utilized, but the destructlve effects of piston blows and pressures from the slides of the piston rods upon the feet of the cylinders and the supporting standards are reduced to the lowest possible limit by the casting integrally with the cylinder-feet, of

a transverse plate which jointly with the facing plates form an oil-tight crank-chamber. By reason of this integral transverse plate, the crank-chamber is kept permanently tight, which a bolted on plate cannot durably ensure.

The annexed drawings show two embodiments of this invention, and

Figure 1 is a side view of one form of arrangement of ships engine; Fig. 2 is a corresponding sectional end elevation; Fig. 3 is a cross-section taken on the line 00a2 of Fig. 1; Fig. 4 is a side view of a modified arrangement; and Fig. 5 is a sectional end elevation corresponding to Fig. 4.

In the first three figures, 9 denotes the engine cylinders, 9 denotes the cylinder-feet which also form continuation with the standards T and have the corresponding transverse section and with said standards up to their connection with the cylinder walls. The transverse plate 6 is cast integrally with the feet 9 and forms jointly with the face-plates u an oil-tight crankchamber. The piston rod 0 is guided in the plate 25 by means of the stufling box to in an oil-tight manner. The cylinder feet leave s-ufliciently large openings (lanterns) for easy access to the lower parts of the cylinders.

A particularly strong and rigid arrangement is provided in combining several cylinders into one block and connecting all the feet of the cylinders by a single strong transverse plate, so that said transverse plate stiffens the engine equally in lengthwise direction, thus, the ordinary longitudinal bars or struts are rendered unnecessary.

For large heavy engines, where aforesaid combination of cylinders and transverse plate renders the castings too heavy for easy manipulation and finishing, the lower part of feet and integral transverse plate can be made to form a separate part to which thecylinders can be fixed in any suitable manner, such an arrangement being shown in the Figs. 4 and 5.

I claim.

1. An engine frame for upright cylinders comprising a bed plate,'standards mounted thereupon, supporting feet connected with the upright engine cylinders and extending downwards below the lower face of the cylinders, said feet forming a continuation of the standards, and a transverse plate cast integrally with the supporting feet near the lower end thereof.

2. An engine frame for upright cylinders with pistons and piston rods in the same, comprising a bed plate, standards mounted thereupon, supporting feet connected with the upright engine cylinders and extending downwards below the lower face of the cylinders, said feet forming a continuation of the standards, a transverse plate cast integrally with the supporting feet near the lower end thereof, face plates in the spaces between said standards and stuffing boxes connected with said transverse plate for the guidance of the piston rods.

VIKTOR REMBOLD. 

